US7729841B2 - Method and device for predicting the travelling trajectories of a motor vehicle - Google Patents

Method and device for predicting the travelling trajectories of a motor vehicle Download PDF

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Publication number
US7729841B2
US7729841B2 US10/380,090 US38009003A US7729841B2 US 7729841 B2 US7729841 B2 US 7729841B2 US 38009003 A US38009003 A US 38009003A US 7729841 B2 US7729841 B2 US 7729841B2
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vehicle
wheels
μmax
movement trajectories
trajectories
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Expired - Fee Related
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US10/380,090
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US20040030498A1 (en
Inventor
Michael Knoop
Goetz Braeuchle
Hermann Winner
Michael Weilkes
Martin Heinebrodt
Werner Uhler
Wolfgang Hermsen
Joachim Thiele
Martin Staempfle
Fred Oechsle
Ulf Wilhelm
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Robert Bosch GmbH
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Robert Bosch GmbH
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Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Assigned to ROBERT BOSCH GMBH reassignment ROBERT BOSCH GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: WINNER, HERMANN, OECHSLE, FRED, THIELE, JOACHIM, HERMSEN, WOLFGANG, UHLER, WERNER, WILHELM, ULF, HEINEBRODT, MARTIN, STAEMPFLE, MARTIN, WEILKES, MICHAEL, BRAEUCHLE, GOETZ, KNOOP, MICHAEL
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B62D15/0265—Automatic obstacle avoidance by steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/024—Collision mitigation systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/09—Complex systems; Conjoint control of two or more vehicle active control systems

Definitions

  • the present invention relates to a method and a device for predicting movement trajectories of a vehicle to prevent a collision or reduce the severity of the crash, in which for predicting the movement trajectories, only those trajectories are considered for which, because of a combination of steering intervention and braking intervention, the forces occurring at the wheels of the vehicle are, e.g., as great as the force transferable at a maximum from the wheel to the road.
  • an automatic braking and/or steering intervention is carried out as a function of the pre-calculated movement trajectories.
  • adaptive cruise controllers have increasingly come on the market which expand the conventional control of a vehicle-speed controller to the effect that the distance and relative velocity of the preceding vehicle are detected by a radar or lidar system, and this data is utilized for the speed control and/or distance control of one's own vehicle.
  • the movement trajectories which in the case of an imminent collision may result from steering operations, braking operations or combined steering and braking operations, to be able to calculate them in advance.
  • crash severity is, in this case, the extent of damage from the collision, which may be dependent on the impact energy, but also, for example, on the constitution of the object.
  • the crash severity for a collision with a concrete wall may be greater than for a collision with a preceding vehicle.
  • This method for pre-calculating movement trajectories may be used on one's own vehicle that is equipped with a radar, lidar or video system, but also on other vehicles detected by the surroundings sensor system.
  • the surroundings sensor system is composed of a radar sensor, a lidar sensor, a video sensor, etc., or a combination thereof. If a vehicle is equipped with more than one surroundings sensor, it may be possible to ensure a more reliable and higher-resolution detection.
  • the maximum force transferable from the wheel to the road may be corrected as a function of an instantaneous situation.
  • this maximum transferable force may change due to wetness or snow on the roadway.
  • the signals from an anti-lock device and/or an electronic stability program may be utilized.
  • signals from further surroundings sensors such as a rain sensor or a poor-weather detection, may be utilized by the radar, lidar or video sensor system for determining the instantaneous wheel-slip value.
  • the predicted movement trajectories may be used for the automatic control of the deceleration devices and/or for the automatic control of the vehicle steering devices, in order to avoid an imminent collision with a preceding vehicle or object.
  • the method according to the present invention may be implemented in the form of a control element provided for a control unit of an adaptive distance and/or speed control of a motor vehicle.
  • the control element has stored on it a program that may be executable on a computing element, e.g., on a microprocessor, an ASIC, etc., and may be suitable for carrying out the method of the present invention.
  • the present invention may be realized by a program stored on the control element, so that this control element provided with the program may constitute an example embodiment of the present invention in the same manner as the method, for whose execution the program may be suitable.
  • An electrical storage medium e.g., a read-only memory, may be used as control element.
  • FIG. 1 is a schematic view of the forces which may occur at a maximum on a wheel without it losing its road adhesion.
  • FIG. 2 illustrates a traffic situation in which the method of the present invention may be used.
  • FIG. 3 illustrates a braking force/time diagram of the trajectories illustrated in FIG. 2 .
  • FIG. 4 illustrates the evasion paths of the various trajectories illustrated in FIG. 2 .
  • FIG. 1 illustrates a construction in which forces 3 , 4 , 7 occurring at a wheel 1 are indicated.
  • This construction is referred to by the name Kamm circle.
  • the plan view illustrates a wheel 1 through which a dot-dash line 5 is drawn in the longitudinal direction, and a dot-dash line 6 is drawn in the transverse direction.
  • the forces which occur between a wheel and the roadway may be divided into the longitudinal direction, thus parallel to dot-dash line 5 , and the transverse direction, thus parallel to dot-dash line 6 .
  • the additionally occurring vertical force, resulting due to the weight of the vehicle, is not indicated.
  • a force arrow 3 representing the longitudinal forces acting on the tire, is illustrated in parallel to line 5 .
  • FIG. 2 illustrates a possible traffic situation.
  • the movements of vehicles 9 , 10 are indicated by velocity arrows v 1 , v 2 .
  • Vehicle 9 following preceding vehicle 10 is equipped with a device according to the present invention for carrying out the method according to the present invention. If velocity v 1 of vehicle 9 is very much greater than velocity v 2 of vehicle 10 , then in this case there may be a risk of collision, since distance 15 between the two vehicles may not be sufficient to avoid this collision by a maximum possible deceleration of vehicle 9 . If in this case an automatically triggered emergency braking were used, then a trajectory as represented by single-dotted arrow 13 may result for the further vehicle movement.
  • longitudinal force 3 may assume a maximum value ⁇ max*Fn.
  • Lateral force 4 may be equal to zero.
  • Another possibility for avoiding a collision in the traffic situation described may be a pure evasion maneuver.
  • one may not carry out a braking intervention, but rather may provide as sharp a steering angle as possible.
  • Such a procedure is represented by double-dotted movement trajectories 11 and 12 .
  • one may have a longitudinal force 3 equal to zero and a maximum transverse force 4 in the construction of Kamm circle 2 .
  • a combined braking and steering intervention as is represented by triple-dotted movement trajectory 14 , may be provided in the traffic situation illustrated. To clarify the combined braking and steering intervention, reference is made to FIG. 3 .
  • FIG. 3 a braking force/time diagram is illustrated in which the time is plotted on abscissa 16 , and the braking force is plotted on ordinate 17 .
  • a braking force/time diagram may result as is represented by single-dotted line 18 .
  • this may be a horizontal line which may correspond to a maximum possible, constant braking-force value.
  • an evasion maneuver as is represented by double-dotted movement trajectories 11 and 12 , may correspond to double-dotted curve 19 in the braking force/time diagram illustrated in FIG. 3 .
  • the braking force over the time constant may amount to the value zero, since there may be no deceleration of the vehicle.
  • the combined braking and steering maneuver, e.g., carried out by the vehicle, according to triple-dotted movement trajectory 14 is represented in the braking force/time diagram illustrated in FIG. 3 as a triple-dotted curve.
  • there may be a very sharp deceleration at first which may mean the braking force at small times has a high value.
  • curve 20 falls off, since the intensity of the deceleration is reduced in order to go over to a steering intervention.
  • FIG. 4 illustrates a further diagram in which lateral evasion path y is plotted against longitudinal path x.
  • a hatched area 26 is illustrated which represents the obstacle.
  • This area 26 represents the region which the evasion trajectory may not touch, in order to prevent a collision.
  • a single-dotted curve 23 which indicates the spatial movement of the vehicle, results in this y-x diagram. Since in this case no steering maneuver takes place, this single-dotted line 23 is on the x axis. Because of small distance 15 between both vehicles 9 and 10 , as of point 27 , line 23 touches hatched area 26 which represents the obstacle. As of this point of time, there is a collision of vehicle 9 with the object, vehicle 10 in the case illustrated.
  • the pure steering maneuver as is illustrated in FIG. 2 by double-dotted movement trajectories 11 and 12 is represented in the y-x diagram of FIG. 4 as a double-dotted line 24 .
  • Value y increases continually as a function of path x, which includes the cornering of vehicle 9 .
  • line 24 also touches hatched area 26 which represents the obstacle. A collision of both vehicles 9 and 10 may occur in this case, as well.
  • the combined braking/steering maneuver according to triple-dotted movement trajectory 14 is illustrated in the y-x diagram of FIG. 4 as a triple-dotted line 25 .
  • the initially weak steering movement, but strong braking deceleration causes curve 25 to run very flat at the beginning, but as it continues it increases very sharply in the direction of greater y-values, since the braking deceleration is reduced and the steering intervention is intensified. Due to a strongly reduced initial velocity, it is possible to later carry out a sharper steering movement than is represented by line 24 . In this case, it is possible to prevent the collision of the two vehicles.
  • the method of the present invention may calculate all possible movement trajectories which are between the two extreme trajectories illustrated, namely, on one hand, a pure full brake application without steering intervention 13 , and on the other hand, a maximum possible steering movement without braking intervention 11 or 12 .
  • all the calculated trajectories may have in common that the forces affecting the wheels correspond, e.g., to the forces arranged on the Kamm circle.
  • the frictional grip of the wheel on the roadway is variable due to changes in the weather conditions or the outside temperature.
  • the radius of Kamm circle 2 is constantly updated. This is accomplished, for example, by taking into account the outside temperature, by taking into account the weather conditions, in that a signal from a rain sensor is supplied, and in that interventions of an anti-lock device or an electronic stability program are evaluated, and changes in the coefficient of friction are passed on to the automatic emergency braking system.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Traffic Control Systems (AREA)
US10/380,090 2001-07-11 2002-07-11 Method and device for predicting the travelling trajectories of a motor vehicle Expired - Fee Related US7729841B2 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE10133029 2001-07-11
DE10133029 2001-07-11
DE101330294 2001-07-11
PCT/DE2002/002538 WO2003006288A1 (fr) 2001-07-11 2002-07-11 Procede et dispositif permettant de predire les trajectoires d'un vehicule automobile

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US20040030498A1 US20040030498A1 (en) 2004-02-12
US7729841B2 true US7729841B2 (en) 2010-06-01

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US (1) US7729841B2 (fr)
EP (1) EP1409310B1 (fr)
JP (1) JP4584576B2 (fr)
DE (2) DE50213504D1 (fr)
WO (1) WO2003006288A1 (fr)

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